Marine brake.



No. 703,487. Patented July I, I902. H. SIMPSON.

MARINE BRAKE.

, (Applicatiqx filed Apr. 15, 1902.)

2 Sheets-Sheet I.

(No Model.)

7 v H. SIMPSON.

MARINE BRAKE.

(Applicbtion fllad Apr. 15, 1902.)

Patented July I, I902.

(No Model.) 2 Sheets -Sheet 2.

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may be operated in succession.

UNITED STATES PATENT OFFICE.

HENRY SIMPSON, OF LIVERPOOL, ENGLAND.

MARINE BRAKE.

SPECIFICATION forming part of Letters Patent No. 703,487, dated July 1,1902.

Application filed April 15, 1902.

To all whom it may concern: 7 I Be it known that I, HENRY SIMPSON, asubject of the King of Great Britain, residing in Liverpool, in thecounty of Lancaster, England, have invented certain new and useful-Improvements in Apparatus for Arresting the Motion of Navigable Vessels,of which the following is a specification.

This invention comprises certain improve- IO ments in apparatus forarresting the motion the turbine type, where the excessive speed andcomparatively inefficient means for propelling astern make the need ofarresting ap- .paratus more urgent and require it to be much morepowerful.

In order to increase the effectiveness of the arresters, I modify theconstruction according to my present invention as follows: I fit aseries of arresters one behind the other on each side of the Vessel,each two of symmetrically-disposed pairs being adapted to be operatedsimultaneously vhile the various pairs I increase the effective depth ofeach of the arresters of a pair by placing one-half of the arrester oneach side of a deck or stringer. I increase the retarding effect byproviding for a thorough passage of water through the cavity in whichthe arrester is housed, and I render the action more certain anddefinite by articulating the arrester to the door which normally closesthe compartment, so that the latter is 0 opened when the arrester isturned to the arresting position. I also effect certain improvements-inmatters of detail, which will be more fully described hereinafter.

I have illustrated my invention in the ac- 5 companying drawings, inwhich Figure I is an elevation. Fig. II is a plan, the ship being insection on'the plane X Y; Fig. III, a plan, the upper half being insection, as in Fig. II, and the lower half being a plan of the deck onwhich the operating Serial No. 102,992. (No model.)

means are placed; and Fig. IV, a view of a detail to a larger scale.

The arresters l are hollowstructures mounted on spindes 2 2,whi'chspindles are operated by means of cranks 3, connecting-rods 4,crossheads 5, and do uble-acting hydraulic or steam cylinders 6. Theship 7 is so constructed as to forma series of cavities, in which thearresters are located. The cavities, however, are larger than they wouldrequire to be merely to accom modate the arresters, so that when thelatterare in operation the water can flow through the cavityand aroundthe back of the arrester, as shown in the case of the rearstarboardarrester in Fig. II,which flow by preventing the cavity being merelyfilled with dead watercousiderably increases the resistance to motion.The rear of each cavity is closed by the arrester when the latter is innormal position, and the forward end is closed by a door 8, suitablyhinged and which may be hollow to give buoyancy. The ship isstrengthened by bars 9, which again are strengthened by thejunction-plates 10, which unite the barsto the deck. Each door has aprojecting portion which when the door is closed abutsagainst the bars,and the arresters have a similar projection, which is adapted, as shown,to abut against the projection on the doors. In order to insure that thedoors shall open when the arresters are opened, the two are articulatedtogether as follows: A slotted bar 12 is attached to the door, and a pin13, engaging in the said slot, is attached-to the arrester. The slot issoshapedthatflthe arrester and door are so articulated together thatthey open and close together.

The construction of the spindle 2 2, on which the two parts of thearrester are mounted, is shown in Fig. IV, from which it will be seenthat the spindle is made up of two parts 2 and 2. The lower part of 2enters a recess .in the upper part of 2 in such manner that while therecan be but small relative rotation between the two parts the joint isfreeenough to permit of considerable want of alinement.

It will be seen that the longitudinal division of the cavities by thedeck and the provision of cross-bars connected by junctionplates to thedeck not only very considerably strengthens the hull, but also admits ofthe fitting of twin arresters, operated by the one operating means andyet articulated together by means which permit departure from truealinement.

The operating means, such as the hydraulic cylinders, may be controlledby any suit-- able and well-known devices. In some cases specialmeans-such, for example, as are used in steam steering-gear-may be used,so that the amount of opening of the arresters may be regulated, inwhich case the latter may be used for steering the ship in event ofdisablement of the rudder or in addition to the rudder. The controllingmeans may also be adapted to open all the arresters simultaneously or toopen them in pairs in succession, as may be desired.

I some cases it may be desirable to carry the arresters so that in planthe apex of the triangle may point forward instead of aft, as shown.

Having now fully described my invention, what I claim, and desire tosecure by Letters Patent, is-

1. In combination; a ship in the hull of which is formed a series ofcavities symmetrically disposed in pairs on opposite sides of the centerline; a series of arresters pivotally located in the said cavities andleaving, when in arresting position, passage-ways for the water to flowthrough the cavities and around the arresters; a series of hinged doors;means for articulating the doors to the arresters so that they open andclose therewith and are held open thereby; and means for operating thearresters; substantially as described and illustrated.

2. In combination; a ship in the hull of which is formed a series ofcavities symmetrically disposed in pairs on opposite sides of the centerline, each cavity being divided 1ongitudinally into two parts by one ofthe ships decks and strengthened by bars and junctionplates; a series oftwin arresters pivotally located in the said cavities and leaving, whenin arresting position, passage-ways for the water to flow through thecavities and around the arresters; a series of hinged double doors;means for articulating the doors to the arresters so that they open andclose therewith and are held open thereby; and means for operating thearresters; substantially as described and illustrated.

In combination; the ships hull with the divided cavities; the twinarresters; the hinged doors; the means for operating the arresters; andthe double spindle for the twin arresters, consisting of two partsjointed together so as to prevent relative rotary movement whilepermitting departure from absolute alinement; substantially as describedand illustrated.

4. In combination; the ships hull with the cavities and bars; the doorshaving projections adapted to abut against the said bars; the arrestershaving projections adapted to abut against the projections on the doors;means for articulating the doors to the arresters; and means foroperating the arresters; substantially as described and illustrated.

5. In combination; the ships hull with the cavities; the arresters; thedoors; the means for operating the arresters; and the means forarticulating the arresters to the doors, consisting of slotted barsattached to the doors and pins attached to the arresters and working inthe said slots; substantially as described and illustrated.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

HENRY SIMPSON.

Witnesses:

J. E. LLOYD BARNES, J. E. Hrnsr.

